Independent ignition engine

ABSTRACT

Optimum or most economical air-fuel mixture for a turbine engine is maintained by having the fuel injection system, the ignition system and the pressure air system operate independently of the rotational velocity of the drive shaft of the engine or any of its primary rotating parts. The engine turbine and its drive shaft may be decelerated by placing a high air compression load on the drive shaft.

United States Patent Pieper 1 June 27, 1972 [54] INDEPENDENT IGNITIONENGINE [72] Inventor: Don B. Pieper, Rolling Meadows, Ill. 1 73]Assignee: Whim, Inc.

122] Filed: March 27, 1970 I21 Appl. No.: 23,368

1521 u.s.c| ..60/39.3s,60/39.78,60 3981 511 1111. C1. ..F02c s/04,1=02ds 00; [58] FleldofSearch ..60/39.81,39.8,

56 References Cited UNITED STATES PATENTS 2,273,406 2/1942 Lasley..60/39.38 2,129,691 9/1938 Hazwarth ..60/39.79 2,003,292 6/1935Hazwarth ..60/39.79 8/ l 950 Anderson ..60/39.8

2,112,672 3/1938 Lasley ..60/39.38

FOREIGN PATENTS OR APPLICATIONS 418,184 10/1934 Great Britain ..60/39.79

449,1 15 6/1936 Great Britain ..60/32 M Primary Examiner-Benjamin W.Wyche Assistant ExaminerWarren Olsen Attorney-Mason, Albright andStansbury 57 ABSTRACT Optimum or most economical air-fuel mixture for aturbine engine is maintained by having the fuel injection system, theignition system and the pressure air system operate independeritly ofthe rotational velocity of the drive shaft of the engine or any of itsprimary rotating parts. The engine turbine and its drive shaft may bedecelerated by placing a high air compression load on the drive shaft.

1 1 Claims, 5 Drawing Figures INDEPENDENT IGNITION ENGINE The presentinvention refers to an engine wherein the fuel injection system,ignition system, and pressure air system operate independently of therotational velocity of the drive shaft of the engine or any of itsprimary rotating parts.

In a conventional internal combustion gasoline engine utilizing a fuelinjection system, valves are opened by a cam shaft attached to the maindrive shaft to inject fuel into the cylinders and to allow the exhaustgases to escape. A distributor is connected to the main drive shaft tofire the combustible mixtures in the chambers. Thus, the rate of fuelinjection and ignition in the cylinders or firing chambers of aninternal combustion gasoline engine depend upon the rotational velocityof the main drive shaft. In diesel engines of the type not requiringspark ignition, a high pressure fuel pump device is connected to themain drive shaft to time the repetition rate of the fuel injectors tothe rotational velocity of the main drive shaft. In ram jet engines andin turbo jet engines, fuel burning is continuous and if there isvariable control it is accomplished by varying the amount of fuel beinginjected into the firing chamber per unit time. In all these normallyconventional engines, the air-fuel ratio must necessarily vary with thedesired torque of the drive shaft and thus a constant predetermined airfuel ratio cannot be maintained at alloperating speeds.

For every combustible fuel used in these various engines there is a bestair-fuel ratio for the most complete combustion of the fuel, whichreduces to a minimum undesired pollution of the air by the release ofunburned hydrocarbons to the surrounding atmosphere. The most economicalair-fuel mixture for each of these engines is usually different from theothers. However, in order to achieve either the most economical airfuelmixture or the most completely combustible air-fuel mixture, it isnecessary to maintain the ratio of air to fuel in the mixture. at apredetermined constant ratios The present invention provides means forsetting the airfuel mixture at a substantially constant ratio for allspeeds of the drive shaft, for all speeds of the fuel injection system,and for all speeds of the ignition system. A separate control providesand governs the repetity of the operation of the fuel injection systemand the ignition system.

Thus, an object of the present invention is to provide a new andimproved engine.

Another object is to provide an engine wherein the torque on the driveshaft and the output horsepower of the engine is controlled by therepetitive frequency of the fuel injection and ignition systems.

An additional object is to provide an engine wherein the operations ofthe fuel injection and ignition systems are independent of therotational velocity of the main drive shaft and independent of any otherprimary driving parts of the engine.

Still another object is to provide an engine that does not require alubricating system.

Yet another object is to provide an engine which does not require aliquid cooling system and fan.

A further object is to provide an engine which utilizes a constantoptimum productive fuel-air mixture at all ranges of velocity.

A still further object is to provide an engine which uses fuel only whenit is required to produce work.

Still another object is to provide a high acceleration turbinetypeengine.

An important object is to provide an engine wherein the combustionchambers are purged of exhaust gases without the use of complicated andexpensive valves.

Another additional object is to provide an exhaust turbine with'anengine which recovers part of the energy in the exhaust gases.

Another additional object is to provide a method of storing keneticenergy obtained in a forced deceleration by conversion to pressure airfor use in the next acceleration of a vehicle.

Another additional important object is to provide an engine havingsmooth acceleration in a wide range of speeds.

A still further object is to provide an engine that does not require anautomatic transmission with heavy heat energy losses.

Still another object is to provide an engine with a minimum of machinedand lubricated parts in combustion areas.

Further objects and advantages will become apparent from the followingdetailed description taken in connection with the accompanying drawings,in which:

FIG. 1 is a diagrammatic view of a preferred embodiment of my invention;

FIG. 2 is a partially broken away cross sectional end view of theturbine portion of my preferred embodiment illustrated in FIG. 1;

FIG. 3 is an elevational view of the turbine portion illustrated in FIG.2 taken along the line 3-3;

FIG. 4 is an exploded view of a single combustion chamber of the turbineillustrated in FIGS. 2 and 3; and

FIG. 5 is a partial sectional view of the combustion chamber illustratedin FIG. 4 taken generally along the line 5-5.

While this invention is susceptible of embodiment in many differentforms, there is shown in the drawings and will herein be described indetail, an embodiment of the invention with the understanding that thepresent disclosure is to be considered as an exemplification of theprinciples of the invention and is not intended to limit the inventionto the embodiment illustrated. The scope of the invention will bepointed out in the appended claims.

Referring to FIGS. 1 3, a turbine 10 has six combustion chambers 11 16mounted on a rotor housing 19. A shaft 20 is rotatably mounted inbearings 21 and 22 which are mounted on the rotor housing 19. A turbinerotor 23 is rigidly mounted on the shaft 20 for rotation therewith. Aseries of turbine blades generally indicated as 24, r are mounted on theperiphery of the rotor 23 in the conventional manner well known to thoseskilled in the art. 1

Referring to FIG. 1, an air compressor 30, which may be of anyconventional type well known to those skilled in the art, has an airintake 31 mounted thereon to receive atmospheric air and has acompressor drive shaft 32 rotatably mounted therein. The air compressorshaft 32 is driven by the turbine shaft 20 through a pulley 33 rigidlymounted on one end of shaft 20, a drive belt 34 and a forward engagingclutch type pulley 35 mounted on the compressor shaft 32. A compressedair output port 36 of the compressor 30 is connected to a demandpressure control manifold 37 by a compressed air line 38 to supplycompressed air to the manifold 37. The demand pressure control manifold37 is connected by a high pressure air line 39 to an air accumulatortank 40for the purpose of supplying compressed air to the accumulatortank. Manifold 37 is connected to a relief valve 155, which is connectedthrough a shut-off valve 151 to a vent 153, and to a high pressurerelief valve 154. High pressure air from the accumulator tank 40 issupplied to each of the combustion chambers 1 1-16 and thereby to theentire turbine housing 19 through a high pressure line 41, a valve 42, ahigh pressure line 43, a pressure regulator 44, and a high pressure airmanifold 45 connected to each of the respective firing chambers 11-16.Pressure in-the turbine housing 19 is controlled by a pressure releasevalve 47 which is preset to open at a pressure slightly below therelease pressure setting of pressure regulator 44.

Two alternative methods for aiding the driving of the compressor 30 areprovided in addition to the direct drive from the turbine shaft 20. Anexhaust line 46 connects an exhaust port 26 of the turbine 10 to theinput side of the pressure release valve 47. An output side of thepressure release valve 47 is connected to a conventional exhaust turbine50 by an exhaust gas line 48. An output drive of the exhaust turbine 50(not shown) is connected to the compressor shaft 32 by a one way forwardclutch coupling generally indicated at 49. Exhaust gas from the exhaustturbine 50 is expelled through an exhaust gas line 51.

An electric compressor drive motor 52, large enough to turn thecompressor unassisted, has an output drive shaft 53 with a pulley 54rigidly mounted thereon. Compressor shaft 32 has a one way clutchcoupling 55 with a drive pulley 56 incororated therein for driving theshaft 32 through the coupling 55 when the electric compressor motor 52is energized. A drive belt 57 connects the pulleys 54 and 56.

A pressure operated electrical switch 60 is mounted on the accumulatortank 40 so that a pair of contacts are closed when the pressure in theaccumulator tank 40 falls below a predetermined value. The motor 52 isconnected to the switch 60 by an electrical conductor 64. Switch 60 isconnected to a terminal 65 of a storage battery 66 by a conductor 67.The storage battery 66 may be of any conventional design well known tothose skilled in the art and may, for example, provide 12 volts ofpotential between a grounded terminal 68 and the terminal 65. Theelectrical motor 52 is connected to circuit ground in order that thebattery 66 may be connected across the motor 52 to energize it wheneverthe switch 60 is closed. Thus, three sources of energy to turn thecompressor are evidenced. Each is connected to compressor shaft 32 witha forward clutch type pulley so that the effort exerted can be alternatecombinations of torque forces. At constant operating speed the exhaustturbine 50 and the turbine shaft will turn compressor 30. But, it shouldbe noted that motor 52 and exhaust turbine 50 can take over, assuringdemand air volume irrespective of the speed of turbine shaft 20.

A fuel and firing system generally indicated within the dash line 70operates completely independently of the speed of the turbine rotor 23and the turbine output shaft 20. An accelerator pedal (or lever) of anyconventional design well known to those skilled in the art 71 isconnected through suitable mechanical linkage 72 to the high pressureair valve 42. An electrical motor 73 and a rheostat 74 having a slide 75are connected in series across the terminals 65 and 68 of battery 66 bythe electrical conductors 76, 77 and 78, respectively. The position ofthe slide 75 of the rheostat 74 is controlled by the position of theaccelerator pedal 71 through connecting mechanical linkage 79.Therefore, the position of the accelerator pedal 71 controls the speedof rotation of the motor 73.

A fuel and ignition distributor unit 80 has a drive shaft 81 rotatablymounted therein. A high pressure fuel pump having six compression pumpchambers is mounted in the unit 80 and driven by the shaft 81 so thatfuel is pumped through a set of six fuel line 90 to each of a set ofinjectors 87 mounted on the respective combustion chambers 11 16 so thatfuel is supplied to the injectors sequentially at a rate determined bythe speed of rotation of the drive shaft 81. The drive shaft is drivenby the motor 73 through the motor output pulley 82, a belt 83, and apulley 84 rigidly mounted on shaft 82. A fuel tank 85 is connected byafuel line 86 to the input side of the pump in unit 80. An electricdistributor is also mounted in the unit 80 and connected to the driveshaft 81 to be driven thereby. An electrical output harness 89 connectsthe distributor to a spark plug or ignitor such as 88 mounted in thewall of each of the respective chambers 11 16. The connections of thepump and the distributor are such that immediately after fuel issequentially introduced in each of the chambers 11 16 an ignition sparkis provided by the spark plug or ignitor in each of the respectivefiring chambers to ignite the fuel mixture. During the operation of theengine, high pressure air is supplied at all times to the respectivefiring chambers and, therefore, is available to produce a combustiblemixture and to aid in purging of the tired chambers of exhaust gasesafter each cumbustion. The air regulator 44 keeps the pressureintroduced in the chambers by the air manifold 45 at a constant pressureand the fuel pump of distributor unit 80 delivers a given amount of fuelto each chamber regardless of the seed of rotation of the drive shaft.Therefore, a constant fuel-air mixture may be maintained. This fuel-airmixture, being constant, may be set at the optimum fuel-air ratio forthe most complete combustion so that the harmful exhaust products of theexhaust gas from the turbine are reduced to a minimum.

Referring now to FIGS. 2, 3, 4 and 5, each chamber has a port 91 96 mthe side of each firing chamber angled toward the nozzle. These are eachin turn connected through gas conduits 101 106 to a ring tube 100. Whencombustion occurs in any given firing chamber the efiect, due toventouri action, is to draw air or exhaust from the respective attachedgas conduit which in turn tends to reduce the internal pressure in thering. Because of the tendency to equalize this lowered pressure someexhaust will be purged or drawn from each of the other chambers asindicated by the arrows in FIG. 3. When a chamber is fired the purgingof exhaust will be substantially complete with fresh air replacing theexhaust gases through one way valve 111 116 and the pressure air inlet121 126. Increasing the firing rate tends to lower the internal ringpressure and make purging of chambers more rapid.

An electrical generator is connected to shaft 20 to be driven therebythrough a pulley 131 rigidly mounted on shaft 20, a drive belt 132 and apulley 133 and a generator drive shaft 134. The electrical output of thegenerator is connected to battery 66 through a conductor 135, a voltageregulator 136, a conductor 137 and a grounded conductor 138. The shaft20 is connected to a conventional transmission 140 which may be of anytype well known to those skilled in the art. It may be of either themechanical gear type or a fluid drive type. The transmission 140 has anoutput drive shaft 121 to be connected to suitable driving wheels ortracks of a land vessel, the propellor of an aircraft, the propellor orfluid drive pump of a vessel or to the input drive shaft of stationarymachinery.

An alternate form of firing chamber may be utilized in the turbine 23.Rather than utilizing the ring purging system, a valve exhaust port maybe provided which is opened subsequent to combustion in each chamberwhich allows the exhaust gases to be removed under the pressure ofincoming air from high air pressure manifold 45.

Those skilled in the art will recognize that the present invention maybe utilized in many varying forms. All such forms are intended to bewithin the scope of the appended claims. For example, either one or alarge multiplicity of firing chambers may be employed. Either the ring100 exhaust purging system shown in FIGS. 2, 3, 4 and 5, the exhaustsystem set forth in the previous paragraph, or neither of these may beutilized relying upon only the high pressure air to force excess gasesout through the nozzles and into the turbine blades. Various voltageelectrical systems may be utilized and other auxilliary drive systems,such as hydraulic systems may be employed to drive such motors as motor52 and motor 73.

The braking system illustrated in FIG. 1 is substituted for conventionalbraking systems. Referring now to FIG. 1, a brake pedal is connected toa shut-off valve 151 by a mechanical linkage 152, closing off an overdemand release vent 153. Because shaft 20 would continue to turncompressor 30 on the deceleration of a vehicle, an increasing volume andpressure would be added to the accumulator tank 40. THis would tend toslow a vehicle by converting kinetic energy to static energy in the formof increased air pressure which is stored for the next start. Furtherdepression of brake pedal 150 would engage conventional braking shoes(not shown) if needed. An extreme high pressure relief valve 154 isprovided.

Referring now to FIGS. 1 through 5 of the drawings, the

operation of the preferred embodiment of the invention illustrated inthe figures will be described in greater detail. In order to start theengine, the accelerator pedal 71 is slightly depressed opening shut-offvalve 42 to allow air from the accumulator tank 40 to flow through thepressure regulator 44. The output pressure from regulator 44 is held bythe regulator at 90 psi. This air flows through combustion chambers 1116 and finally against the turbine blades 24 causing the turbine tocommence to rotate. At the same time that air begins entering thecombustion chambers 11 16, the foot accelerator has operated slide 75 toallow current to commence flowing through the rheostat 74 energizing themotor 73 to run at a low speed. This causes the distributor unit 80 toprovide fuel and electrical ignition to the cylinders sequentially. Theorder of charging and firing the combustion chambers is not critical,but it is believed desirable to fire cylinders which are approximatelyopposite to each other. in other words, a sequence which might beginwith chamber 11, followed by chamber 14, chamber 12, chamber 15, chamber13, and chamber 16. If desired, all six chambers could be fired at once,but under this situation all of the residual burnt gases in the chamberswould have to be expelled by the fresh air coming from the manifold 45.As the accelerator pedal 71 is further depressed, it moves a slider 75on rheostat 74 to increase the speed of motor 73 whereby increasing thenumber of firings of the chambers 11 16 per unit time. Thus, thepressure on the turbine blades is kept at a higher average levelincreasing the speed of the turbine rotor.

As aforementioned, there are three methods of maintaining sufficientpressure in the accumulator tank 40 to insure that the engine will haveat least the required 90 psi in the air manifold 45. At low speeds thedirect drive from the turbine shaft 20 to the compressor shaft 32 drivesthe compressor 30. As the rotational speed of the turbine increases, thepressure of the exhaust gases in the line 46 increases to the point thatthe relief valve 47 opens allowing the exhaust gases to operate theturbine 50. Thus, the exhaust gases themselves through the one wayclutches 49 will be driving the shaft 32 as the turbine speed increasesreducing the torque that must be supplied by the shaft 22 to a zerovalue so that the shaft 22 is then applying all of its available torqueto the transmission 140. The compressor under such conditions provides apressure of approximately 125 psi to the demand pressure controlmanifold 37. However, the pressure relief valve 155 will open at apressure of lOO psi, thereby preventing the pressure in the acculator 40from exceeding approximately 100 psi. Since the shut-off 150 is normallyopen, air passing through the relief valve 155 escapes easily throughthe vent 153. ln starting the unit, after the turbine has been shut downfor a long period of time, there may not be sufficient pressure in theaccumulator tank 40 to operate the regulator valve 44. However, theswitch 60 is activated whenever the pressure in the tank falls below 90psi to energize the motor 52 which will operate the compressor 32 tobuild up the pressure in the accumulator tank. Thus, there is availablesufficient air to start the turbine, and with this air, the firingchambers commence to fire immediately upon the operation of the footpedal 71 because the firing rate is completely independent of the speedof the drive shaft 20.

As aforementioned, the compressor and accumulator tank can be utilizedto slow down the turbine. With the combustion chambers not firing, theexhaust turbine 50 slows down and the compressor is driven by the shaft20 through the belt 34 placing a load on the shaft 20 tending to bringit to a stop. This slowing of the shaft 20 is further increased by theoperation of the brake pedal 150 which closes shut-off valve 151 forcingthe pressure in the accumulator tank to increase to 175 psi. Thecompressor attempts to provide increasing pressure and thereby puts agreater demand on the turbine shaft 20. if the pressure in the tank 40and the connecting line 38 reaches 175 psi the release valve 154 willopen to prevent the pressure in the system from exceeding 175 psi.

The constant source of air pressure allows the ratio of fuel to air tobe held at substantially a constant value. This is a ratio which hasbeen selected for the most complete burning of the fuel, and, therefore,the least possible production of unwanted exhaust by-products such ashydrocarbons.

1 claim:

1. An engine comprising:

a. a housing,

b. a drive shaft rotatably mounted in said housing,

c. a turbine rotor having turbine blades and rigidly mounted on saiddrive shaft,

d. at least one combustion chamber mounted on said housing having anexhaust nozzle directing exhaust gases against said turbine blades,

e. means for injecting air into said combustion chamber,

f. means for injecting fuel into said combustion chamber at periodicintervals, to produce a fuel and air combustible mixture at saidperiodic intervals, g. means for igniting said combustible mixture atsaid periodic intervals, and h. means for starting, stopping and varyingthe rotational speed of said drive shaft including 1. a variable speedelectric motor mechanically connected to drive said fuel injection meansand mechanically connected to drive said igniting means at variablefrequencies of said periodic intervals and 2. control means connected tosaid motor for energizing, deenergizing and varying the operating speedof said motor.

2. An engine in accordance with claim 1, wherein said means forinjecting air into said combustion chamber comprises:

a. an accumulator tank,

b. a pressure regulator connected between said tank and said combustionchamber to deliver air to said combustion chamber at a constantpressure, and

c. a compressor connected to said accumulator tank to raise the airpressure in said tank to a valve grater than the pressure regulated bysaid pressure regulator.

3. An engine in accordance with claim 2, wherein said compressor isconnected to be driven by an electric motor which is energized by anelectrical pressure switch that is mounted on said tank to determine theinterval air pressure of said tank.

4. An engine in accordance with claim 2, wherein said compressor isconnected to be driven by said turbine drive shaft.

5. An engine in accordance with claim 2, wherein said compressor isconnected to be driven by another exhaust gas turbine that is connectedto said housing through a pressure re gulator to receive exhaust gasesfrom said housing at a predetermined pressure.

6. An engine in accordance with claim 1, wherein said means forinjecting fuel into said combustion chamber, comprises:

a. a source of fuel,

b. a fuel pump connected to be driven by said variable speed motor andconnected to said source of fuel to pump at said periodic intervals apredetermined quantity of fuel,

c. an injector mounted on each said combustion chamber,

and,

d. a fuel conduit connecting said pump and each said combustion chamberto inject fuel into each said combustion chamber at said periodicintervals.

7. An engine in accordance with claim 6, wherein said control meansconnected to said motor comprises a variable resistance connected inseries with a'source of electrical potential and said variable speedmotor to vary the rotational velocity of said motor.

8. An engine in accordance with claim 1, wherein said means for ignitingsaid combustible mixture at said periodic intervals comprises:

a. an ignitor mounted in each combustion chamber, and

b. an electrical distributor connected to be driven by said variablespeed motor and having a rotor periodically contacting each ignitor.

9 An engine in accordance with claim 8, wherein said means for injectingfuel into said combustion chamber, comprises:

a. a source of fuel,

b. a fuel pump connected to said source of fuel to pump at said periodicintervals a predetermined quantity of fuel, said pump being driven bysaid variable speed motor,

c. an injector mounted on each said combustion chamber,

and

d. a fuel conduit connecting said'pump and each said combustion chamberto inject fuel into each said firing chamber at said periodic intervals.

10. In an engine as specified in claim 1:

a. a multiplicity of combustion chambers,

b. a port adjacent the nozzle of each combustion chamber,

and

into said at least one combustion chamber whereby the ratio of fuel andair in said combustible mixture remains constant at a predeterminedvalue regardless of the frequency of said periodic intervals.

1. An engine comprising: a. a housing, b. a drive shaft rotatablymounted in said housing, c. a turbine rotor having turbine blades andrigidly mounted on said drive shaft, d. at least one combustion chambermounted on said housing having an exhaust nozzle directing exhaust gasesagainst said turbine blades, e. means for injecting air into saidcombustion chamber, f. means for injecting fuel into said combustionchamber at periodic intervals, to produce a fuel and air combustiblemixture at said periodic intervals, g. means for igniting saidcombustible mixture at said periodic intervals, and h. means forstarting, stopping and varying the rotational speed of said drive shaftincluding
 1. a variable speed electric motor mechanically connected todrive said fuel injection means and mechanically connected to drive saidigniting means at variable frequencies of said periodic intervals and 2.control means connected to said motor for energizing, deenergizing andvarying the operating speed of said motor.
 2. control means connected tosaid motor for energizing, deenergizing and varying the operating speedof said motor.
 2. An engine in accordance with claim 1, wherein saidmeans for injecting air into said combustion chamber comprises: a. anaccumulator tank, b. a pressure regulator connected between said tankand said combustion chamber to deliver air to said combustion chamber ata constant pressure, and c. a compressor connected to said accumulatortank to raise the air pressure in said tank to a valve grater than thepressure regulated by said pressure regulator.
 3. An engine inaccordance with claim 2, wherein said compressor is connected to bedriven by an electric motor which is energized by an electrical pressureswitch that is mounted on said tank to determine the interval airpressure of said tank.
 4. An engine in accordance with claim 2, whereinsaid compressor is connected to be driven by said turbine drive shaft.5. An engine in accordance with claim 2, wherein said compressor isconnected to be driven by another exhaust gas turbine that is connectedto said housing through a pressure regulator to receive exhaust gasesfrom said housing at a predetermined pressure.
 6. An engine inaccordance with claim 1, wherein said means for injecting fuel into saidcombustion chamber, comprises: a. a source of fuel, b. a fuel pumpconnected to be driven by said variable speed motor and connected tosaid source of fuel to pump at said periodic intervals a predeterminedquantity of fuel, c. an injector mounted on each said combustionchamber, and, d. a fuel conduit connecting said pump and each saidcombustion chamber to inject fuel into each said combustion chamber atsaid periodic intervals.
 7. An engine in accordance with claim 6,wherein said control means connected to said motor comprises a variableresistance connected in series with a source of electrical potential andsaid variable speed motor to vary the rotational velocity of said motor.8. An engine in accordance with claim 1, wherein said means for ignitingsaid combustible mixture at said periodic intervals comprises: a. anignitor mounted in each combustion chamber, and b. an electricaldistributor connected to be driven by said variable speed motor andhaving a rotor periodically contacting each ignitor. 9 An engine inaccordance with claim 8, wherein said means for injecting fuel into saidcombustion chamber, comprises: a. a source of fuel, b. a fuel pumpconnected to said source of fuel to pump at said periodic intervals apredetermined quantity of fuel, said pump being driven by said variablespeed motor, c. an injector mounted on each said combustion chamber, andd. a fuel conduit connecting said pump and each said combustion chamberto inject fuel into each said firing chamber at said periodic intervals.10. In an engine as specified in claim 1: a. a multiplicity ofcombustion chambers, b. a port adjacent the nozzle of each combustionchamber, and c. manifolds means connecting two or more said ports. 11.An engine as specified in claim 1, wherein said means for injecting airincludes pressure regulator means to deliver air into said at least onecombustion chamber at a predetermined pressure and said means forinjecting fuel includes quantity measuring means to deliver equalquantities of fuel into said at least one combustion chamber whereby theratio of fuel and air in said combustible mixture remains constant at apredetermined value regardless of the frequency of said periodicintervals.